Automatic valve for regulating fluid-pressure



A. P. MASSBY.k

Patented ar. 8, 1887.

UANL

\\ Ill" (No Model.)

AUTOMATIC VALVE EUR REGULATING FLUID PRESSURE.

WITNESSES:

UNITED STATES PATENT OFFICE.

f -ALnERTr MAssEY, F wA'rEn'rowN, New Yon-K, Assicnon fro. .EAMFs VACUUM BRAKE COMPANY. or sAil-ni rLAoE.

vAuromrvrlc VALVE Fon REGULATING FLUID-PRESSURE.

SPECIFTCATION forming part of Letters Patent No. 358.866, dated Margv Application meri coroner 1o, 1aed. strani Naeiauoo.- No man.)

To all whom ,it may concern:

Be it known that I, ALBERT P. MAssEY, a

citizen of theUnited States, residing at the lcity of Watertown, in the county of .J etl'ersou and State of New York, have invented certain new and useful Improvements in an Automatic' Valve for Regulating Fluid-Pressure, of which l the following, .taken in connection with the justedto movable valve-seats in such manner .tweenl valve-case A and -that the valve is opened by moving the valveseat away from the valve, while the valve isv closed automatically when the desired pressure is reached.

It may be used for actuating pistons or diaphragms, whether the Huid-pressureis in excess or below the atmospheric pressure. The apparatus shown is arranged for lhe vacuum system of carsbrakes. A

The drawing shows a-sectional view of the apparatus in its normal position when a train is running.

The inside of the valve-case A is connected directly with the reservoir or source of v acnum by pipe A2. The intermediate valvechamber, S, is connected with the brake diaphragms or cylinders" through -valve V and pipe V. The chamber S is connected with the chamber D by passage/'lh The chamber Z is open to the atmosphere.

B and C are elastic' diaphragms which separate thechamhers' D, A,j and Z from each other. A

F is a valve controlling an opening bethe intermediate valve-case, S.

Mis a movable seat for valve F, and w'orks as'an air-tight piston through the case A.

O is a valve controlling an opening be-v tween valve-case S andthe atmosphere through a gauze strainer,- Wf.'

Ris an air-tight piston working through case W, and forms a--seat`for the internal' valve, 0.

Vdle, P, which passes through the case A N is a walking-beam secured lo shaft Y and connected by pins to the lugs It' of piston R and to the lugs M of piston M. A

X is' a handleontside the case attached to the shaft Y for actuatingthewalking-beam N.

His a bell-crank revolving about fixed fulorum J. It is connected to diaphragm B by link` K,and to diaphragm C .by link-L in'su'ch -a manner that when H revolves about fulcrum .J theeifective leverage' of one diaphragm to' turn the bell-crank increaseswhile the effective leverage ofthe other diaphragm decreases. There is a flat surface on H at H', on which the stem of valve F rests at certain times. There is also connected with H by H a. spinsllpports the valve O at certain times'.

V-is a checkvalve,`that prevents leakage when the brake-pipe is opened at any other point.

GandGare wires connected with battery G and withelectro-magnets ou the cars. y

The operation is asfollows: When the train is running, a vacuum is maintained -in the case A through the pipe A, which may be con-I nected with the reservoir, pump', or ejector.

'The valves'are all closed. To apply the brakes and slight-ly, the handle X is moved in the direc,- I

tion of thearrow a little way. This revolves,A

valve-seat'away from the valve F, which now rests upon bell-crank H. This opens t-hevalve Fand allows air to pass from the chamber S tothe chamber A,connect.ed wil h the vacuumreservoir. As the checkfvalve Vis connected with the walking-beam N, it would be open when v the handle was moved as described. Therefore there would be free communication between the bmkediaphrngms and the cham- -ber A', connected with hthe vacuum-reservoir.

Consequently the brakes would begin to apply. Before the valve F was opened there was the Ordinar atmospheric pressure in the chamber S and a so the chamber D,',which is connected with chamber S by the passage T. There was .also atmospheric pressure in chamber Z iu B kept the bell-crank H in contact with the away fronLval-ve-stem F',-and"'thus allow theV Vand its connected brake-diaphragms, while the S andthebrakejaphragms to any desired.

4u`ponthe spindle P and ope'n/ the valve-O through thee opening Z'. As the area of dial-4 phragm B is greater than the' areaof diaphragm C, the excess of atmospheric pressure stem of valve F. As soon as the valve F was open a' vacuum began to form in chamber S, and consequently in chamber D, through -passage T. This would reduce the atmospheric pressure ondiaphragm B until the pressure on diaphragm C was able to overbalance it. This -would begin to revolve bell-crank H valve F to close by gravity. The distance to which the bell-crank H would revolve is determined by the difference in pressure ou the' two diaphragms B and C. Consequently, ifthe handle were moved but a little, the piston M would move away from the valve F but a little, and a slight vacuum in the chambers S and Dwould cause the bell-crank H to revolve sufficiently to allow the valvev F to close. 1f the handle were moved farther, another point would be reached at which the bell-craulr would revolve away from F and allow it to close. Thus it may be seen that by moving the handle to the proper position any degree of vacuum may be obtained in the chamber S valve F would be automatically closed when the desired vacuum was reached.

The valve vO and its piston 1t are for the purpose of releasing the vacuum in chamber amount. 4When the handle was turned toward the arrow, the valve 0 remained seated; but as the bell-crank H revolved it kept the spiudlel in close proximity to the valvestem 0. l If the handle be moved in the opposite direction from the 'arrow it would depress the Aannular piston'B, but the valve O would rest to the atmosphere. This would reduce the vacuum in chamber IS` and the brake-diaphragm, butit would also reduce the vacuum in chamber D. When the pressure wasin` creased suicienily in chamber D to overhalauce the constant pressurein' Z, the bell-crank would revolve until the spindle I was drawn away from valve O; which would then seat itself by gravity and prevent further admission ofvair. Thus it may be seen that the operator could release the vacuum from chamber S to any desired amount, and the valve O would automatically close itself ywhen that point was reached.

If this device were placed between. areser voir and a train-pipe to which a series of automatic valves were attached for wor-king brakes, the pressure in the trainpipe could be varied at will or maintained at anydesired int.

When this device is used for one system of carbrakesiu which'the automatic brake-valves are actuated by air-pressure and also by electro-magnets,the Wires G and G are introduced. These wires are electrically connected with electro-magnets throughout the train and with battery G, so that when in contact in chamber S there will be an electric current through the electro-magnet. Thus the saine motion of the handle that opened the valve O will cause an electric current to pass through the electro-niagnets,whilc the automatic separation of spindle P from the valve O will break the circuit from the electro-magnets.

It is obvious that by a suitable arrangement of valves this device would operate `just as wellA where the reservoir-pressure was in excess of the atmospheric pressure, and Itherefore claim such use iu. these specifications. It is also obvious that a'spring might be used in place of the diaphragm C to producethe pressure caused by the atmosphere on C.

There are many mechanical arrangements by which the movable valve-seats, M and R may be actuated, which will suggest themselves to any one skilled in mechanics.

The 'diaphragms B and C,.in combination with bell-crank H, revolving, about fixed ful-l crum J, and actuating a valve, as at F, I have made vsubject to aclaim in an application tiled October 22, 1886, Serial No. 216,926.

What I claim as my invention, and desire to secure by Letters Patent, is-

1. In a device for regulating the flow of able seat and governed by a stop, which is automatically removed by a change in the ratio lof the pressures in the two chambers o n opposite sides of said valve. I

2. In ailuid-pressure brake, the diaphragms .iludfpressurea valve seatednpon an adjust. .I

B and (l, suitably connected with-bell-crauk H, revolving about a fixed fulcrum,J, in combination with valve F and adjustable seat M.

3. In a fluid-pressure brake, the valves O and S, with their adjustable seats B and M s'o arranged as to be operated by a single handle. Y

4. Ina fluid-pressure brake in which electricity is used to actuate the valves, a circuitbreaker one pole of which is attached to the air-valve and the other pole is attached toan automatic mechanism for holding such valve open in such a manner that thecircuit will be 4broken when the automatic mechanism moves away from contact with the valve, or ,the valve is moved away from the automatic mechanism. l

In testimony whereof I'have signed my name to this speeicatiomin the presence of two'l snbscribing witnesses, on this 14th day of October,

l ALBERT P. M ASSEY. Witnesses:

Gao. B. MAssEY. T. H. CAMP. 

